WPR20LA215

The airplane pilot was observed conducting a visual approach to land to the north. The final approach was described as unstable, high, and fast. The airplane continued to descend and when it was about ¼ of the way down the runway it disappeared from view behind a berm. A few seconds later, the airplane came back into view and was about 30 ft above ground level. The engine sounded as if it was at full power and the flaps were still extended. The airplane appeared to be flying slowly and struggling to climb, as if it was "hanging onto a stall." The airplane began a right bank toward rising terrain and trees. The airplane's bank angle increased, and the airplane impacted the trees in a "knife edge" attitude and dropped to the ground. A postaccident airframe and engine examination revealed no anomalies with the airframe or engine that would have precluded normal operations. A witness who is also a retired airline pilot reported that the airport has very tight margins and is a one-way airport. The north end of the runway is 50 feet higher than the south end; therefore, landings are limited to the north (uphill), and takeoffs to the south. Go-arounds are very difficult in all but high-performance aircraft. The airplane's mechanic reported that the pilot had flown this airplane into the airport about four times a year for the past 15 years and was familiar with the airport. It is likely that the pilot made a delayed decision to go-around following an unstable approach and the airplane subsequently lacked the performance necessary to climb and clear rising terrain. The airplane then aerodynamically stalled and spun as the pilot maneuvered the airplane.

On July 8, 2020, at 1554 Pacific daylight time, a Cessna 150H airplane, N22393, was substantially damaged when it was involved in an accident near the Vaughan Ranch Airfield (WN13), Port Orchard, Washington. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Automatic dependent surveillance-broadcast (ADS-B) data showed the airplane departed Bremerton National Airport (PWT), Washington, and flew east before entering the traffic pattern at WN13. Three witnesses observed portions of the airplane’s flight near the airport. The airplane’s final approach was described as unstable, high, and fast. The airplane continued to descend and when it was about ¼ of the way down the runway it disappeared from view behind a berm. None of the witnesses were able to observe if the pilot attempted a go-around or conducted a touch-and-go landing. A few seconds later, the airplane came back into view and was about 30 ft above ground level. The engine sounded as if it was at "full power" and the flaps were still extended. The airplane appeared to be flying slowly and struggling to climb, as if it was "hanging onto a stall." The airplane began a right bank toward rising terrain and trees. The airplane's bank angle increased when the airplane impacted the trees in a "knife edge" attitude and dropped to the ground. One of the witnesses, a retired airline pilot, further reported that the airport has “very tight margins” and is a one-way airport. The north end of the runway is 50 ft higher than the south end; therefore, landings are limited to the north (uphill), and takeoffs to the south. He further stated that go-arounds are very difficult in all but high-performance aircraft. In "additional remarks" section of the airport facilities directory for WN13 states: "Land North takeoff south" and "Landing north uphill" The pilot does not recall the accident flight. The airplane's mechanic reported that the pilot had flown this airplane into WN13 about four times a year for the past 15 years and was familiar with the airport. The airplane came to rest nose down and slightly left-wing low in a residential backyard. The cabin remained mostly intact and was extending upward from the engine compartment. Both wings remained attached to the airframe and exhibited crush damage. The leading edge of the left wing came to rest in the dirt and exhibited aft crush damage throughout its span. The fuselage just aft of the cabin was crushed toward the left; the aft fuselage and empennage were bent about 90° to the left. The empennage exhibited some damage but was overall intact. A postaccident airframe and engine examination by a Federal Aviation Administration inspector revealed no anomalies that would have precluded normal operations.